Car-coupling



(No Model.) 2 Sheets-Sheet 1. M. PHILLIPS.

GAR GOUPLING.

No. 370,492., j Patented sept. 27, 1887.

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- (No Model.) 2 sheets-shew 2f M. PHILLIPS.

GAR GOUPLING. No. 370,492...

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NITED STATES' PATENT OFFICE.

MORRIS PHILLIPS, OF DETROIT, MICHIGAN.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 370,492, dated September 2'?, 1887.

Application iled July 18, 1887. Serial No. $244,620. (No model.)

To all wwm t may concern:

Be it known that I, MORRIS PHILLIPS, a citizen of Great Britain, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Car-Couplings, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in car-couplings, and of that class known as double-hook couplers.H

The invention consists in the construction, arrangement, and combination of parts, all as more fully hereinafter described.

Figure l is a plan of two adjacent couplers connected together or in a coupled position. Fig. 2 is a vertical central section on line w x, Fig. l. couplings. Fig. 4 is ahorizont-al section on line y y, Fig. 3. Fig. 5 is abottom plan. Fig. 6 is a rear elevation. Fig. 7 is a section through the head of the draw-bar. Fig. 8 are details. Fig. 9 is a crosssection on line z z, Fig. 4.

The draw-head A of the draw-bar is divided by a vertical partition, c, into two compartments. In one compartmentthe hook B is pivotally secured by a pin, C, and the other compartment forms the mouth into which the hook of the opposite coupling enters and hooks over the cross-bridge b at the mouth of the draw-bar.

Rcarwardly extending from the sides of the draw-head are the two drawbars D D, which embrace between them the draw-block E, which is rigidly and securely bolted to the under side of the car-body, and forms the means of supporting the draw-bars in position and transmitting the draft to the car. To this end two cross-bars, F, are placed crosswise through the draw-block and through slots cin the draw-bars, and are secured against lateral displacement by suitable keys, d, all so arranged that after removing the keys, and then the cross-bars F, the draw-head with the drawbars may be removed. The draw-bars have a limited longitudinal play on the draw-block E to the amount of the distance, f, between the forward end of the draw-block and the rear sides of the drawhead, and the same amount of play is also provided by longitudinally en- Fig. 3 is a side elevation of one oi the larging the slots c. This is for the purpose ci' bringing the buffer-springs G into action, of which there is a pair, one at the foot II of each draw-bar. Each buffer-spring is held in position by a guidepiu, y, which is stepped at the forward end into the foot of the draw-bar and at the opposite end into a stationary abutment, I, firmly bolted to the side ofthe draw.

block, and, preferably, for increased strength, is provided with projections 7i let into the draw-bar. The pins g are suitably reduced at one end to permit of the free action of the buffer-springs under compression within the limit provided for. As an additional support for the draw-bar, the draw-block is provided with shoulders or ledges i, as shown in Fig. 9. The couplinghook B is loosely .ecured upon its pin C, which latter is held removably in position by means of a Asuitable key, 7c, so that the hook may be Aquickly removed, if desired.

The hook is operated to couple and uncouple by means ot'la pair of levers, K-one for each side of the carand the inner ends of these levers are pivotally secured together by means of a clevis, L, to which a chain, M, is secured, which fastens onto the rear extension, N, of the coupling-hook. This latter plays in a guidegroove, O, in the rear wall of the drawhead, as shown, so that by the actuation of either one of these levers the hook may be raised, and, if permitted to do so, fall by its own gravity, and at the same time to work automatically in hooking into an approaching draw-head.

A small projection or lip, Z, prevents the hook, by striking against the cross-bar m, from being raised accidentally beyond the returning action of its gravity.

rlhe levers K are fulcru med at l? to the ends of the hook, respectively, and to prevent any accidental disengagement of the levers one of them is provided with a weight, T, sufficient to hold it in its notch, and thereby lock both levers in place.

'Io provide for contingencies in meeting other cars unprovided with such a coupler, I secure a draft-chain, U, to the under side of each draw-head, which may be left hanging down or be looped up, as desired. rIhe drawhead is upon one side suitably relieved from dead-weight by forming openings s therein, which also admit of the easy removal of the pivot-pins of the draw-hooks, and suitable reenforcements, t, are formed upon the sides of the draw-bars and stationary abutments I, to counteract any breaking strain. The rear wall of the draw-head projects vertcally upward to near the height of the front cross-sill of the car, and said projection V is provided with openings for the supportingpins u, which are secured upon a bed-plate, v, bolted to the front side of the car-sill, the necessary play for the operation of the buffersprings being also provided between this bedplate and the rear of the draw-heads.

What I claim as my invention is- 1. In a car-coupling, the combination, with a draw-block centrally secured to the car-body, of a draw-head supported at the front end of said draw-block by means of two draw-bars closely embracing the draw-block and forming parallel rear extensions of the sides of the draw-head, and of the means, substantially as described, connecting the draw-bars to the draw-block with a limited sliding end play, substantially as described.

2. In a car-coupling, the combination, with a draw-block centrally secured to the car-body, of a draw-head supported at the front end of said draw-block by means of two parallel drawbars extending rearwardly from the sides of the draw-head, and guided thereby, and closely embracing the draw-block between them, and two or more cross-bars passing through the draw-block and through elongated slots in the draw-bars, substantially as described.

3. In a car-coupling, the combination, with the draw-block centrally secured to the carbody, of a draw-head having a rear wall arranged to form an abutment against the front end of the draw-block and against the front sill of the car-body, a dead-plate secured to said sill and provided with a supporting pin or pins for the draw-head, two parallel draw-bars forming rear extensions ofthe sides of the draw-heads and embracing the drawblock, and means for supporting said drawbars on the draw-block with a limited end play, substantially as described.

4. In a car-coupling, the combination, with a draw-block centrally secured to the car-body, of a draw-head having its sides rearwardly extended to form two parallel draw-bars embracing said draw-block and slidingly supported therein with a limited end play, fixed abutments secured to the sides of the drawbloclc in rear of the draw-bars, and buffersprings interposed between said fixed abut- 'ment and the rear ends of therdraw-bars, substantially as described.

5. In a car-coupling, the combination, with a draw-block centrallysecured to the car-body. of a draw-head provided with two parallel draw-bars extending rearwardly from said draw-head along the sides of the said drawblock and secured thereto with a limited sliding end play, supporting ledges or shoul` ders for said draw-bars formed on the drawblock, and a dead-plate secured to the car-sill and provided with supportingpins projecting into the draw-head, substantially as described. 6. In a car-coupling, a draw-head vertically divided into two compartments, a coupling- `hook pivotally secured in one compartment and having a rear extension, a vertical guidegroove for said extension, formed in the rear wall of the draw-head, a pair of horizontallyments I, buffer-springs G, levers K, and chain M, all arranged to operate substantially asdescribed.

In testimony whereof I afx my signature, in presence of two witnesses, this 9th day of July, 1887.

' MORRIS PHILLIPS.

Witnesses:

II. S. SPRAGUE, W. S. SPRAGUE.

IOC 

